Explosive-engine.



W. A. SORG- BXPLOSIVE ENGINE.

APPLICATION HLBD JULYs, 1910.

Patented Nov. 12, 1912.

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W. A. soRG.

EXPLOSIVE ENGINE. l APPLICATION FILD JULY 5, 1910.

Patented NOV. 12, 1912.

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W. A. SORG.

BXPLOSIVE ENGINE.

APPLICATION FILED IULM,4 1910.

Patented Nov. 12,1912.

3 SHEETS-SHEET 3.

WILLIAM SORG, OF MINNEAPOLIS, MINNESOTA.

EXPLOSIVE-ENGINE.

Specification of Letters Patent.

Patented Nov. 12, 1912.

` Application ined July 5, 1910. Serial No; 570,302..

- To all whom tt may concern:

Be it known that I, WILLIAM A. Sono, a citizen of the United States,residing at Minneapolis, in the county of Hennepin and State ofMinnesota, have invented a new and useful Improvement inExplosive-Engines, of which the following is a specification.

My invention relates to improvements in internal combustion engines. Theprincipal object being to secure a more uniform power by means ofcontrolling thecombustion of the fuel mixtures and by increasing `ordecreasing the size of the combustion chamber while the engine is inoperation, in connection with the throttling of the carbureter so thatthe maximum efficiency is obtained from the fuel used at all speeds ofthe engine. In accomplishing this purpose I use a combustion chamber ofsmall diameter as compared with the size of the cylinder or piston. Forinstance, if the bore of the cylinder is 5, the combustion chamber wouldbe about l or 1% in diameter and instead of being an extension ofthecylinder wall in which the piston moves, the combustion chamber is muchsmaller and in the shape of a pipe extending from the end of thecylinder and of such a length that the required combustion is obtained.By decreasing 4the diameter of this combustion chamber and increasingthe length and by ignitin the combustible mixture at one end, it isevident that instead .of igniting the entire charge of fuel andproducing an explosion, there is an appreciable time intervening betweenthe time the fuel is ignited at one end and entirely consumed. In otherwords, the time it takes to propagate the flame from one end of thecombustion chamber to the other bears a certain relation to the speed ofthe piston, so that instead of applying the power or effect of thecomb-ustion at a short interval, as is now done,`I am enabled toregulate the burning and combustion so that the maximum pressure will beapplied after the piston has traveled a considerable distance on thepower stroke, and by giving a more gradual application of the power, Ieliminate the vibration and general wear and tear on the machine. Be-lsides by means of, controlling the combustion, I am enabled to use alarger charge of fuel than has been possible heretofore, andconsequently I am enabled to use a larger cylinder and piston withoutincreasing the size of theJmoving parts, as. the vibration or explosive`effect is almost entirely eliminated. By means of the .constructionwhich I use in this engine, I am also able to regulate the quantity offuel which is to be used in the engine at any time, as the charge is notinduced by means of vacuum but by compression. Thus I am enabled tosecure a uniform operation of the engine irrespective of altitude orclimatic conditions. By means Vof my improved feeding device, I am alsoable to use lower grades of oils than have heretofore been used inengines of this type. Furthermore by means of making the pistonstationary and moving the cylinder, I am enabled to eliminate entirelythe ordinary piston pin and the hot bearings which have been a source ofmuch trouble in gas engines, and in placel thereof I use outside coolbearings. Furthermore by means of the construction which I use, I amenabled to cool the piston perfectly by means of water or suitablecooling flanges, which has not been done heretofore; and furthermore Ieliminate all possibility of the lubricating oil baking upon the insideof the combustionchamber, and consequently causing preignition, which isinvariably the case where the combustion chamber is'simply an extensionof the cylinder.

By means of a comparatively simple construction I am enabled to convertthe operation of this engine from two cycle to four cycle or vice versaby simply moving a lever so that an engine of .comparatively large boreand stroke which at its maximum speed would develop l5 H. I., could bethrottled down by means of a combined throttle and l piston, whichreduces or increasesl the size of the combustion chamber, so that itdevelops 2 H. P. economically. By means of this construction I alsoprevent wear of the piston rings ir both horizontal and 4vertical typesof engines, because, the working member which corresponds to thecylinder' on other engines, travels in guides. This improvement 4alsocontemplates automatic regulation of the working mechanism to meetslight load changes and the utilization of a minimum angularity of theconnecting rodand the impact force of combustion.

In the drawings with which I illustrate my invention, and which formpart of the specification, Fi ure 1 is a lan of my en- E `ing thecombustion chamber is a Water gine; Figs. 2 an 3 are side e evationsshow- I jacket 18 fof relatively large cross section,

havin inlet and outlet pipes 19 and 20, and

ing the various controlling mechanisms; Fig. 4 is a section on the lineA'-A, Fig. 1,

. illustrating'the internal .structure of the engine and its valvemechanism; Fig. 5 is a similar section showing another position of thepiston and valves during operation; Figs. 6 and 7 show two-positions othe sections of the extension cam; Fig. 8 is a side elevation of Fig. 7Figs. 9' and 10 are end elevations of Figs. 6 and'7 respectively, andFig. 11 is a section on the line B-B, Fig. 1 illustrating the cycleregulating device.

My device consists primarily,.of an ex-A' ternall reciprocating piston Foperating `within an initial compression chamber G and a crank shaft 31operated by the reciprocating piston F and carrying an operatingmechanism for the charging device of the engine, an elongated combustionchamber 3,. an automatic `governor and a cycle regulating interlockingdevice.

The engine structure consists of an engine bed 2- on which is mounted astationary combustion chamber 3 and an initial compression chamber `Grboth cylindrical in shape and the latter having a head 4. Upon theoutside of the combustion chamber 3 and within the compression chamber,moves l the sleeve like external pistony F having a closed compressionhead 5. The combustion chamber 3 has external packing rings 6 between itand the piston, and the piston has external packing rings 7 between itand the wall of the compression chamber. On opposite sides of theexterior of the piston near its crank end, are gudgeors f8 and 9 towhich are journaled the bifurcations 10 and 11 of the forked connectingrod 12, said gudgeons carrying heads 13 forming guides or the piston,andoperatingin stationary slides 14. The vforwardportion of the iston iscarried by the packing rings 7 within the compression chamber G thusmaintaining the alinement of the piston through out its movement andpreventing binding or lateral thrust against the compression andcombustion chambers.

The combustion chamber 3 isformed with a longitudinal, cylindrical boreopen at its intake end, and closed at its crank end by a mechanicallyoperated exhaust valve 15. This bore tapers toward its intake end and isdesigned tothrottle the combustion chamber and' prolong the dischargethereby, delivering to the piston avsubstantially even and continuousforce while it is advancing, instead of a sharp impact as heretofore.Adjoining the crank end of the combustion chamber is a cylindrical,auxiliary combustion chamber 16 having, within it, a vertically movablepiston 17 adapted to increase or decrease the available capacity of thecombustion chamber. Surroundexten ing the entire length of the maincombustion chamber. The head 5 of-the reciprocating piston is fittedtofill approximately the end of the compression chamber G at theextremity of its stroke, and carries a spring intake Valve' 2l admittinggases to the combustion chamber when the valve 1s operated near theextremity of the piston stroke by a timer 22 situated in the head of thecompression chamber. The intake valve 21 is an ordinary conical valvehaving mounted upon its valve stem 23 within the compression chamber, adiffusion ring 24 adapted to distribute gases entering the valveopening, uniformly through the. bore of the combustion chamber andassisting in scavenging waste gases 'therefrom. The diffusion ring 24has an internal diameter slightly greater than thediameter of the valve,adapting it to meet the rush of gas through the opening of the valve. Ithas a triangular cross-section and presents beveled faces to theincoming gas, which deliect the gas against the wall of the ,piston andtoward its axis.

In connection with the initial compression chamber is an auxiliarycompression chamber 25 having within it a movable piston 26 'capable ofenlarging the volume of the jchainber by pressure against an adjustable:spring 27. This Vauxiliary chamber is an automatic pressure controllingdevice re-l ceiving the gases displaced by .the-reciprocating piston Fduring the extremity of its' compression stroke and forcing the gases byspring pressure into theV combustion j chamber when the combustionchamber intake valve 21 in the piston is operated by impinging on thetiming pin 22. The bore of the combustion chamber 3 is designed so thatwhen the accumulated mixture is fully compressed therein by the pistonand ignited at the piston end, vit expends an expanding or increasingforce as the mixture burns and the piston advances until said pistonnearly reaches 'its maximum position and substantially all of themixture has been consumed, whereupon the force of the slow combustion ofthe mixture substantially expends itself upon the piston.

Fuel is supplied to the initial compression chamber through a chargingdevice consisting of a compound valve made up of a conical shell valve28 having a valve 29 lseated Within it. The shell valve 28 controls thefuel charge, admitting air and gasolene when opened, while the innervalve 29 admits air only. The inner valve is operated alone or withthe'sliell valve by means of a telescoping valve rod mechf anism C.

At its crank end the forked connecting 130 .I

rod 12 is attached to a crank 30 operating a crank shaft 31 Whic isoffset above the center line of the engine. The engine in operating runsover, causing the working g stroke to be a pull stroke, and convertingthe connecting rod into a tension member. The offset position of thecrank shaft reduces the angularity of the connecting rod during itsworking stroke and `renders effective the force of the combustion of thefuel as Well as the expansion ofthe gases in the combustion'chamber.This arrangement of the parts increases the efficiency of the engiie andreduces the Wear of the shaft and ro s.

Mounted on the cra-nk shaft 31 are cams 32 and 33, 'operating thecharging and exhaust valves. The cam 32 is a laminated expanding cammade up of one sec-tion 34 2o fixed upon the shaft 31 by pins 35, andtwo sections 36, partly revoluble upon the shaft, their movement beinglimited by guide pins 37 extending inward from their inner surface intoa slot 38 in a longitudinally slidable sleeve 39 insert-ed between thecam sections and the shaft 31. Pins 40 passing through longitudinalslots 41 in this sleeve and through the shaft 31 prevent the rotation ofthe sleeve upon the shaft and-main tain the two partially revoluble camsections 36 in close contact with the fixed cam section 34, at the same`time permitting the longitudinal movement of the sleeve 39 upon theshaft 31 and independent of the cam sections 34 and 36. The slot 38 inthe sleeve 39 into which extend the guide pins 37 of the loose camsections 36, is formed with a diagonally beveled portion 42 into whichthe guide pins 37 of the loose cams move when the sleeve 39 is movedlongitudinally away from the fixed cam section 34, thus successively.advancing the peripheries of the similarly formed cam sections andextending the -arc of the active cam face. The movement of t-he sleeve39 toward the fixed cam section 34 carries the guide pins andconsequently, the cam faces back to their original position, shorteningthelength of the active cam face. This cam operates a follower 43extending across all the-cam sections and mounted on a cam leverl` 44 towhich is attached a push rod 45 which operates a rocker arm 46 and ispivoted on the engine frame. On the upper end 48 of this arm is-attachedthe inner rod 49 of the telesco-ping valve rod mechanisin C whichoperates the air inlet valve 29 by means 'of a rock shaft 50 and triplever 51. Above the attachment of the internal valve rod on the arm 46is pivoted an engaging member 52, normally held in vengagement with theouter sleeved valve rod 53 by a spring 54, and operated out ofengagement by a. delector bell crank 55 connecting with the cycleregulating mechanism. The sleeved valve rod 53 when engaged as above bythe engaging member 52, is operated by the upper end ofthe rocker arm 46and lactuates the fuel charging valve 28 through a sec-ond rocker shaft56 and trip lever 57. The inner valve 29 isumain'tained in its closedposition within the charging shell valve 28 by means of a coiled spring5,8 and the charging valve 28 is reseated by a similar spring 59.

The liquid fuel is supplied through a port 60 in theseat 61 of thecharging valve 28 and the flow of liquid fuel is controlled by a needlevalve 62 in the fuel passageway 63. An air inlet port64 supplies air forthe charging mixture and also through ports 65 in the shell valve 28 tothe inner air valve 29 during the idle stroke in four cycle op: erationof the engine.

T he exhaust valve 15 normally held closed by the coiled spring 66, isactuated by the cam 33 upon the crank shaft 31 which operates a follower68 upon a cam .lever 69 and a cam push rod 70 attached to the lever 69'and to a bell crank 71 sleeved upon a rod 72 and operating a trip lever73 against the spring exhaust valve 15. A pinion 74 mounted on the crankshaft 31 meshes with the .gear wheel 75 on a secondary shaft 76 whichcarries cams 77 and 78 operating the exhaust and intake controls of thec vcle regulatingl device D. The cam 77 operates a cani lever 79 and apush rod 8O attached to a bell crank 81, of which the free end 82 actsas a dog, engaging a gib 83 upon the exhaust valve operating bell crank71. This cam 77 is so shaped that the dog 82 engages the bell Crank71and locks the exhaust valve 15 open during the idle revolution in thefour c vcle of this mechanism, extends below the point 84 at which itispivoted and bears against .a compression spring 85 which nornmlly holdsthe cam follower 86 in Contact with the cam 77. A catch 87 is provided.operated by a hand locking lever 88, through the rock shaft 89, andadapted to engage the extremity 90 of this cam lever and hold it withthe spring 85 compressed and with its attached bell crank dog 82 out ofengagerznt with the gib 83 of the exhaust valve operating bell crank.This is the normal position in two cycleoperation of the engine.

A cam lever 91 operated by the cam 78. and similar to the cam lever 79,which. operates the exhaust valve-locking device. operates a push rod 92connecting with the bell crank 93 mounted upon the rod 72 on which' pThis rod at its other end operates the delector bell crank 55 whichreleases the enthe exhaust actuating bell crank 71 is sl ceved.

operation of the engine. The cam lever 79 'i gaging member 52 from thesleeved valve rod cycle regulating device D, By means of this device,during the idle stroke in four c vcle 53, and constitutes the intakecontrol of the loperation, the inner air valve 29. of the chargingmechanism is opened in the proper time relation with the locking open ofthe ing' the followers into contact with the cams 77 and 78 to beoperated by them and thus locking the exhaust valve by the exhaustcontrol and allowing the operation of the deflector bell crank 55 of theintake control at properly timed intervals, constitutes the onlymanipulation vrequired in changing from two to four cycle operation ofthe engine. To meet variations in the loading of the' engine, agoverning mechanism. E is provided which controls the amount of thecharge received by the engine and at the .same time regulates the sizeof the combustion chamber 3, by which means a uniform lignition pressureis maintained under all loads. The governing of the engine isaccomplished primarily by a centrifugalgovernor 95 fixed upon the cranksha-ft 31. The centrifugal action of the governor through its pivotedarms 96 operates, longitudinally, a collar 97 slidably mounted upon theshaft, and rotating with it. The action of the centrifugal governorisopposed by a coiled governor spring 98 mounted upon the shaft 31 andthe pressure of which is regulated by a bell crank 99 and hand lever 100having a pawl 120 and ratchet 121. The sliding collar 97 controlled bythe governor 95 yand governor spring 98, carries a double frictiontransmission 101 with opposed beveled faces 102 and 103 between whichoperates a friction wheel 104 lnounted upon a shaft 105 carrying a worm106. The friction wheel 104 is p' adapted to be operated in oppositedirec tions according as the face 102 or 103 of the transmisslon isbrought into contact with it by the action of the governor and thegovernor spring. The movement of the friction wheel 104 operates theworm 106 and a worm Wheel 107, (see Fig. 4) upon the shaft 108. Theshaft 108 has a longitudinal thread 109 with which a sleeve nut 110onsaid shaft engages. The sleeve nut 110 carries the split end 111 of alever 112 fulcrumed at 113 upon the engine frame and its movement`during the operation of the friction wheel 104 is parallel to the'crankl 'shaft 31 producing a similar movement in the other end 114 of thelever 112, which engages,ron the crank shaft, a trunnion collar 115which is integral with the sleeve 39 an .consequently the amount ofthecharge admitted to the .compression chamber B.

The worm wheel shaft 108 is geared to a counter shaft 116 which carriesa bevel gear 117 meshing with a bevel geared nut 118, the threadedpiston rod 119 of the piston 17 moving in the auxiliary combustionchamber 16. These gear connections are so 'pro-v portiond that thevolume of the combustion chamber is regulated in proportion to thecharge admitted to the compression chamber through the action of theextension cam 32, and inthis way a uniform ignition pressure is securedin the combustion chamber.

The charge is ignited by the electric spark plug 67. which is secured bya threaded joint in the usual manner in a channel 122 in the outer wallof the chamber and penetrates the piston end. A .bushing 123 made ofelectrical insulatingmaterial is fitted inthe channel for lprotecting.the electrical leads to the plug.- While I have shown the combustionchamber in the' form of an elongated passageway or a tube appliedinter-l nally toa piston and in which the mixture is ignited at one endand gradually conf sumedl to produce a prolonged and increasing forceupon the piston as distinguished from a blow by an explosion, asheretofore, yet it isl contemplated that 'my novel principle of slowlyconsuming the mixture may be applied toan ordinary cylinder against thesides of the piston by constructing the cylinder with an elongated tubeand igniting the charge at one end thereof. In such modifiedconstruction, the intake valve may be applied to a leg or branch of thetube and the length of the chamber in said leg varied to modify the sizeof the combustion chamber, the positively or otherwise automaticallyoperated exhaust valve being placed in the outer end, and the spark plugin the inner end of the tube.

In accordance with the patent statutes I have described the principlesof operation of my invention together with the apparatus'which I nowconsider to represent 'the best embodiment thereof but I desireto haveit understood that the construction shown is only illustrative and thatthe invention .can be carried out by other means and applied to usesother than those above set forth within 'the scope o-f the followingclaims.

Having described' my invention, what I claim as new and desire toprotectl by Letters Patent is:-`

1. A Icombustion engine, comprising, in combination, a cylinder, ahollow piston having a valved end adapted to work in said cylinder,means for admitting a mix-v ture' charge into said cylinder, a j-acketedsro hollow core over which said piston is adapt# ed to slide and havinga valved exhaust outlet, the bore of said core being reduced in size atits outlet end and said core forming a combustion chamber within, andmeans for igniting said mixture charge at the reduced hollow core overwhich said piston is adapted to reciprocate, forming a combustionchamber within and having a valved exhaust outlet, means for modifyingthe capacity of said combustion chamber in ac` cordance with the speedof said piston, and means for igniting the mixture charge within saidcombustion engine.

3. A combustion engine of the compressien type, comprising threecoopera-ting compression elements, one a cylinder havin a valved mixtureinlet, another a valve piston, and the remaining a core in slidingconnection with said piston and having a valved exhaust outlet, saidparts forming two chambers separated by said piston, said piston beingadapted t-o transfer a mixture charge from one to the other of saidchambers and compress the saine, means for igniting the compressedmixture charge, mechanism for controlling the operation of said inletand exhaust valves, and means for shifting said mechanism to two or fourcycle.

4. A combustion engine, comprising, in combination, a cylinder, a hollowpiston having a closed end working in said cylinder and cooperatingtherewith to form an initial compression chamber, a hollow core openinginto said piston and on which said piston is slidably mounted, Said coreforming a combustion chamberand having avalved exhaust outlet,sin-auxiliary compression cham,l

ber connected with said initial compression chamber, said initialcompression chamber having a valved inlet for a mixture charge, meansfor regulating the pressure of the mixture charge in said compressioncham-- bers, and a valve interposed between said initial and combustionchambers.

5. A combustion engine of the compression type, comprising threecoperatin'gcompression elements forming an initial .compression chamberand a combustion chamber, one of said elements being movable, saidchambers being connected by a valved passage through said movable memberand pro vided with a valved intake and a valved exhaust outlet, a timercoperating with said movable member adapted to regulate -the opening ofits valve, and means for igniting the mixture charge in said combustionchamber. I y

v6. A combustion engine of the compres` sion type, comprising threecoperating compression .elements forming an initial compression ehamberand a combustion chamber, said chambers being connected by a valvedpassage and provided with a valved intake and a valved exhaust outlet,said combustion chamber having a branch, a piston in said branch, andmeans for moving said piston to modify'the capacity of said branch andcombustion'chamber.

7. In a combustio-n engine of the compression type, three coperatingelements, one an initial compressionchainber, another a piston having anend wall and the remainder a combustion chamber, said 'chambers beingseparated by the walls of said piston and connected by a valved passagein said end wall, and means for admitting a charge of mixture into saidinitial compression chamber, said piston being adapted to movesubstantially completely into said initial compression chamber, whereby7substantially the entire charge of mixture is transferred into thecombustion chamber through said valved y passage. A

8. In a combustion engine, a cylinder, a piston reciprocable over saidcylinder, said cylinder having an elongated passage,-said passage andthe space adjacent the piston head forming the entire combustionchamber, intake means at one end of said combustion chamber, exhaustmeans at the other end, and means for igniting a charge of mixture insaid chamber.

9. A combustion engine, comprising, in combination, a mixture cylinder,a hollow piston having a valved end adapted to work in said cylinder anda core over which said piston slides having a bore valved to allow spentvgases to exhaust.

. l0. In a combustion engine, of the class set forth, a cylinder and apiston in reciproeating connection over said cylinder, said i cylinderhaving an extension forminga combustion chamber reduced in size at itsinner end, and means for igniting a charge of mixture at the reduced endof said exten.

sion; whereby said charge is consumed gradually and an increasing forceis exerted against the piston while it is advancing.

' 11.1A combustion engine of the compression type, comprising an initialcompression chamber, a combustion chamber adapted to receive the mixturecharge from said compression chamber, a piston cooperating with Vsaidchambers, said combustion chamber bepression elements, one a cylinder,another a piston havlng a valve 1n 1ts end and the re-" maining astationary core within said pist0n, said parts forming a pa1r ofchambers,

. the one adapted to receive an initial mixture charge and the otheradapted to form a combust-ion chamber for prolonging the combustion ofsaid char e.

14. A combustlon engine, comprising, in combination, a cylinder, ahollow piston adapted to work in said cylinder and having v a' valve inits end, means for admitting a mixture charge in said cylinder, ajacketed hollow core over which said piston is adapted to reciprocate,having a valvedI exhaust outlet and forming a combustion chamber,within, means for modifying' the capacity of said combustion chamber,and means for igniting the charge admitted into saidcombustion chamber.

15. A combustion engine, comprising, in combination, a cylinder, a.hollow piston having a valved end adapted to work in said cylinder,means for admitting a mixture charge into said cylinder, a jacketedhollow core over which said piston is adapted to slide and having avalved exhaust outlet, said core forming a combustion chamber Within,and means for igniting said mixture charge after it is admitted intosaid combustion chamber.

16. A combustion engine, of the compression type, comprising threecoperating compression elements forming an inltial compression chamberVand a combustion chamber, one of said elements being movable and havinga valved end forming an automatic connection for the admission of amixture charge from said compression chamber into said combustionchamber, and provided with a valved intake and a valved exhaust outlet.

17. A combustion engine, comprising,

combination, a cylinder, a hollow 'piston v ciated with said combustionchamber, and v means for igniting said mixture charge after itisadmitted into said piston.

18. A combustion engine, comprising, in combination, a cylinder, ahollow piston adapted to work in said cylinder, a core on which saidpiston is adapted to slide, said parts having a valved inlety in the endof the piston for admitting ai mixture charge into said piston and avalved exhaust outlet, and means for igniting said mixture charge afterit is admitted into saidpiston.

.19. A combustion engine, comprising, in combination', a Cylinder,having a valved inlet for a mixture charge, a hollow piston sliding incontact with the linner wall of said cylinder and having a valved endWall adapted'to admit said mixture charge from said cylinder, a hol-lowc'ore on which said piston slides forming a combustion chamber andhaving v a valved exhaust outlet, and means'for igniting the charge insaid combustion chamber.

20. A combustion engine, comprising, in combination, a cylinder, lahollow, piston adapted to work in said cylinder, means on the end ofsaid piston for admitting a mixturevcharge into said piston, a core onwhich said piston is adapted to slide and having a valved exhaustoutlet, and means for igniting said mixture charge after it is admittedinto said piston.

In testimony whereof, I have signed myname to this specification, in thepresence of t'wo subscribmg witnesses. f

O. J ECKLAND, I-I. L. FISCHER.

